Automatic-control construction for locomotives



J. A. HOPKINS AUTOMATIC CONTROL CONSTRUCTION FOR LOCOMOTIVES Filed Aug. 14 1.922 3 Sheets-Sheet l April 8 1924.

. I n/ r// I III //////l I/ April 8 1924. 1,489,323

. J. HOPKINS K AUTOMATIC CONTROL OONSTRUCTION FOR LOCOMOTIVES Fnea'Au 14, 1.922 :5 She t s-Sheet 2 V %/& 4 W Wee/m atlt ozuug April 8, 1924. 1,489,323

J. A. HOPKINS AUTOMATIC CONTROL CONSTRUCTION FOR LOCOMOTIVES Filed Aug. 14, 1922 3'shee'ts--sheet 5 III m' I IF M p/ZZ/HKS live/1297s Patented Apr. S, 192%.

. UNITED STATES JAB'IES A. HOPKINS, F MUNCIE, INDIANA.

AUTOMATIC-CONTROL CONSTRUCTION FOR LOCOMOTIVES.

Application filed August 1.4, 1922.

To all whom it may concern:

Be it known that 1, JAMES A. HOPKINS, a

citizen of the United States, residing at 8.

dicated by 9 in Figure 7 and the rod-6 is Muncie, in the county of Delaware and State of Indiana, have invented new and useful Improvements in Automatic-Control Constructions for Locomotives, of which the following is a specification.

The object of my said invention is the provision of a simple, reliable and otherwise advantageous construction for automatically cutting off the steam from the cylinders of a locomotive and applying the fluid pressure brakes when a semaphore signal is set against the train drawn by the locomotive.

To the attainment of the foregoing, the invention consists in the improvement as hereinafter described and definitely claimed.

In the accompanying drawings, forming part of this specification Figure 1 is a view showing in side elevation the locomotive equipment part of my improvement and also showing one of the tappets for cooperating with the control lever of the said equipment.

Figure 2 is a detail view showing the arrangement of the tappet shaft relative to a semaphore signal.

Figure 3 is a transverse section taken in the plane indicated by the line 3-3 of Figure 2.

Figure 1 is a detail view showing the tappet shaft and its appurtenances.

Figure 5 is a detail elevation taken at right angles to Figure 2 and showing in raised position the arm of the semaphore signal.

Figure 5 is a detail view showing the relative arrangement of the connecting rod to the detent handle on the throttle lever.

Figure 6 is a detail plan view showing the arrangement of the connecting rod complementary to the handle of the engineers valve relative to the said handle.

Figure 7 is a detail section taken at right angles to Figure 6.

Similar numerals of reference designate corresponding parts in all of the views of the drawings.

In accordance with my invention 1 provide a connecting rod 1 in association with the throttle lever 2 and the detent handle 3 of the said lever, and I also provide in association with the handle 4 of an engineers valve 5 a connecting rod 6. The rod 1 is provided at its rear end with a loop 7 Serial No. 581,634..

which loosely receives the lever 2 and is hlngedly connected at 8 to the detent handle The valve handle 4: is apertured as in provided with a beveled abutment or latch 10 and a handle 6 for a purpose hereinafter indicated. At their forward ends the rods 1 and 6 are connected to the upper arm of a control lever 11, fulcrumed at 12 at the side of the locomotive'and carried thereby.

At its lower end the control lever 11 is adapted when the semaphore arm 13 is raised to the danger position shown in Figure 5 to be engaged by a tappet 14 on a shaft 15, the said tappet 14 being connected through a rod 16 with a bell crank 17, and the said bell crank 17 being connected with the arm 13 through the medium of a rod 18, the said rod 18 being arranged to work alongside the semaphore post 19 shown in Figures 2 and 5. The tappet 1 1 is appropriately fixed to the shaft which is arranged transversely of the track, and a tappet 20 is fixed to the shaft to be used for cooperation with a control lever 11 on a locomotive moving in the opposite direction to the one represented in Figure 1. The rod 16 is not connected directly to the tappet 14c. 1n virtue of this provision the tappet 14 is cushioned when it is engaged by the control lever 11, and hence breakage of the parts is precluded. The tappet 20 is loose on the shaft and is designed to normally bear against a stop 23. Said tappet 20 is connected by a coiled spring 24. with an on largement fast on the shaft 15. From this it follows that when the tappet 20 is engaged by a control lever such as 11, the said tappet will be cushioned and a portion of the shock absorbed before the shaft 15 is turned by the cooperation between the control lever 11 and the tappet.

In the practical operation of my improvement it will be manifest that when the semaphore signal is set at danger, the control lever 11 when it is engaged by one of the tappets will be thrust to the position shown by dotted lines in Figure 1, and in consequence steam will be cut ofi from the piston cylinders of the locomotive and immediately thereafter the engineers valve will be operated to apply the brakes. Manifestly in virtue of the construction shown the handle. 6 may be operated for lifting the rod 6 to disengage the latch 10 from the keeper on the handle a so as to permit of the brakes being released, and then When by movement of the throttle 2 to start the locomotive the control 11 is returned to the full line position shown in Figure 1, the abutment or latch 10 on the rod 6 will automatically ride into engagement With the keeper on handle l so as to be in position for another automatic operation.

Notwithstanding the simplicity of my improvement it Will be understood that it is impossible for the locomotive engineer to inadvertently run by a semaphore signal set against his train.

I have entered into a detailed description of the construction and relative arrangement of the parts embraced in the present and preferred embodiment of my invention in order to impart a full, clear and exact understanding of the said embodiment, I do not desire, however, to be understood as con fining myself to the specific construction and relative arrangement of parts inasmuch as in the future practice of the invention various changes and modifications may be made such as fall Within the scope of my invention as defined in my appended claim.

Having described my invention, What I claim and desire to secure by Letters-Patent, is

In an automatic locomotive control, the

combination of a throttle lever, a brake valve operating handle formed with a keeper, a control lever pivotally mounted on the locomotive adapted to be rocked by a track carried instrninentality, a link pivotally connected to the throttle lever and the control lever, and a second lin: pivoted on the control lever and formed with latch for engagement with such keeper, and a handle at the free end whereby the engagement of the latch and keeper may be controlled through operation of the handle.

In testimony whereof, I atliz; my signature.

JAMES ll. HOPKINS. 

